Power transmission



f v 1,641,428 SePt- 6 1927' w. w. HENDERSONl POWER TRANSMISSION nvenkw W/LL/MW/ff/voffaav w. w. HENDERsoN PowERTRANsMIssIoN Sept-6,1927.A 1,641,428

Filed sept. 19, 1925 5 sheets-sheet 2 W. W. HENDERSON POWER TRANSMISSION sept, 6,1927. 1,641,428

Filed sept. 19, 1925 3 sheets-sheet 3 lll Patented Sept. 6, 1927.

WILLIAAM W. HENDERSON, F BATH. NIEHJV0 YORK.

rownn TnANsMrssroN.

Application filed September means being employedl for automatically` shifting the rollers toward or away from the center of thefplate to vary the driving ratio according to driving conditions.

A` still further object is to provide a transmission of the character just mentioned wherein rotation of thc'plate is accomplished through a train of gears, moansv being provided for directly-connecting the engine shaft to the propeller shaft under average driving conditions when: there is no unusual driving strain present lon'the driv wheels of the vehicle. y

Other objects and advantages of the invention will become apparent during the course of the following` description.

ln the drawings I have shown one ein bodiment of the invention. In this show?` ing: y `ligure 1 is a central vertical longitudinal sectional. view through the transmission,

Figure 2 is a section on line 2-2 of. Figure 1, showing one of the outer driving rollers.

Figure 3 is a similarview on the same section line looking in the opposite direction, showing one of the inner driving rollers. y

Figure 4 is a fragmentary perspective showing the driving rollers and associated elements,

Figure 5 is a section on line 5 5 of Figure 1. the transmission casing being. re moved;` n I n f E Figura 6 .section on vline GMG of ruoli Y Y' 19, i925. sensing. 57,453.

Figure 7 isa detail sectional view on line 7 7 of Figure 5, the drum being omitted',

Figure 8 lis, a lsection on line 8'-8"of` Figure 1, Y

Figure 9 is a similar view on line 5)*9 of Figure 1; l

Figure 10 yis al detail view ofthe friction roller retracting means, and', Figure 11 is a detaill sectional view on line 11A-11 of Figure 1.

Referring; to the drawings the numeral 10 designates the rear portion of the 'crank shaft ofi an automobile engine having a squared rear end 1121s shown in Figure- 1. Aiiy wheel 12 is keyed tothe crank shaft as at 13 to rotate therewith.y The flywheel is provided with a relatively heavy ian'geV 14 to give it the necessary weight and fthis flange isv provided, internally with a lring gear as shown in detail in Figure 8; The flangeV 14 is further provided outwardly( ofY the gear 15 with a machined conical clutch surface 16 fory a. purposev to be described Rearwardly of the fly wheel a friction sleeve 17 .is arrangedon the `squared"lend of" the crank shaft to be driven*thereby as will be apparent, and the meinberl? is provided in its rear'end. with a conical friction recessVA 18 for a purpose to be described.

A rotatingelement designated as av whole by the vnumeral 19 surrounds the 'hollow sleeve 117.r asshown in Figure- 1i and is free 'tol rotate thereon. The rotating inemberis preferably in the form of a drum having a substantially cylindrical peripheral'A flange 20and a circular'forward wall 215.l spring 22v is arranged between the fly wheel-and the wall 21 to normally project thedruniy 2O rearwardly for a purposeto be described; The drum is provided on its forward face with a peripheral flange 23 having a conical outer face to which' is secured a simi-v larly shaped clutch ring 24: preferably formed ofl brass. The taper ofk the clutch ring 2st kwcorresponds to that of the faceH 16 and is adapted to engage there'against under l 'ions to be described.

drun is v prfnfidedat space-d 25 forming bearings vlift ringed pa alljel 't anis e li to be brought into engagement with the outer the shaft 10. A shaft 26 is arranged to rotate in each of the bosses and each shaft is provided at its fo-rward end with a gear 27 meshing with the gear 15 as clearly shown in Figure 8.

Rearwardly of the wall 2l, each of the shafts 26 is provided with a pinion 28 and the gears and pinions referred to may be secured to the shafts 26 by suitable keys as shown. f

Rearwardly of the wall 21 a substantially circular plate 29 surrounds the collar 17 and is riveted or otherwise secured, as at 30, to a central gear 31 arranged co-axial with the shaft 10. The gear 31 meshes with each of the pinions 28 as shown in detail in Figure 6. The plate 29 is provided with a smooth machined rear face 32 and is further provided outwardly of the face 32 with a recess 33 arranged slightly depressed from the face 32 for a purpose to be described. It will be apparent that the plate 29 and gear 31 are adapted to freely rotate uponv the collar 17 and. under certain conditions, are adapted to partake of a slight sliding movementcarrying with; them the drum 19 against the tension of the spring 22. The forward faces of the gears 27 are slightly spaced from the inner face of the fly wheel to permit the drum to partake of this sliding action.

Under certain conditions it is desirable to fix the drum 19 against rotation and accordingly I provide a brake band 34 adapted periphery of the flange 20. As shown in Figure 6, the band 34 is surrounded by a metal clamping band 35 having a lug 36 arranged centrally thereof and disposed in a recess 37 formed in the cylindrical portion 33 of a transmission casing It will be obvious thatthe rotation of the band 35 is prevented by engagement of the lug 36 in the recess 37. The free ends of the band 35 are provided with lugs 40 having oppositely threaded alined internal openings to receive a turnbuckle 41 threaded to correspond to the openings as will be apparent. An arm 42 is secured to the central portion of the turnbuckle to effect rotation thereof when itis desired to clamp the brake band 34 against the vdrum to prevent rotation thereof. y

A sleeve 43 surrounds therear end of the collar 17 in rotating and sliding engagement therewith, and the forward end of the sleeve 43 contacts with the rear face of the plate 29, as shown in Figure 1. The sleeve 43 is provided with radial bearing openings 44 adapted to rotatably receive the inner ends of radial shafts 45. The outer ends of these shafts are journalled in radial openings 46 formed in the iiange 2O of the drum 19. A key47 is secured to each of the shafts and driving wheels 48 are secured to the shafts 45 adjacent their outer ends by means of the keys 47. The wheels 48 are adapted to rotate positively with the shafts 45 and are not adapted to slide longitudinally thereon. Inner driving wheels 49 are also arranged on the shafts 45 as clearly shown, and these wheels are provided with slots 50 slidably receiving the keys 47 whereby the wheels 49 are adapted to move forwardly and outwardly along the shafts 45. As shown in detail in Figure 7 each of the wheels 49 is provided with an inwardly extending shoulder 51 and a rotatable sleeve 52 surrounds each of the shoulders 51. A threaded plug 53 is arranged in thel end of each sleeve 52 to maintain it in proper position, as will be apparent. rlhe sleeves 52 are provided on opposite sides with trunnions 54 arranged in openings formed in the arms 55 of fork members 56.

A propeller shaft` 57 is arranged rearwardlyof the shaft 10 is axial alinement l therewith,l as clearly shown in Figure 1. The shaft 57 is provided with spiral slots 58 for a purpose to be described. A friction sleeve 59 surrounds the forward end of the shaft 57 and is provided at its forward end with a conical head 60 frictionally engaging within the conical opening '18 of the collar 17. vided near its forward end with a bronze or similar bearing 61 rotatably receiving the shaft 57. The friction sleeve 59 is adapted to partake of slight rotating movement with respect to the shaft 57 in a manner to be described. The sleeve 59 is provided'inten mediate its ends with longitudinal slots 62 corresponding in number to the spiral slots v53 of the propeller shaft.

As shown in Figures 1 and 5, a collar 63. surrounds the sleeve 59 and is adapted to slide longitudinally thereon. rlhe collar 63 is provided with threaded openings receiving the threaded portions 64 of radial pins the inner ends 65 of which extend through the slots 62 and into the slots 58 of the propeller shaft. The collar 63 is further provided with a circumferential groove 66 rotatably receiving airing 67, and a threaded ring 68 engages the rearward end ofV the collar 63 to maintain the ring 67 in proper. position. The ring 67 is provided with pairs of ears 69 receiving pivot pins 70, as shown The sleeve 59 ma be. arolll) lli)

in Figure 5 and the inner ends of the Vfork members 56 are pivotally connected withthe pins 70. As shown in Figure 1 the sleeve 43 extends rearwardly beyond the conical head 60 and contacts with the forward face of the collar 63. y

Referring to Figure 1, the numeral-71 designates as a whole a friction driving plate having a radial flange 72 atv its outer end. The radial portion of the driving plate is provided with a forwardly extending face 73 adapted to frictionally engage the outer driving wheels, 48, as Clear-,1y @noaa .rte driving plate 71 is provided intermediate 'tap'eredportion 744 and terminates at its rear enclin ac'ollar 75 lsplinedaaat 76 to the propeller shaft 57 cto rotate therewith. A spring 77 surroundsfthe shaft '5,7 between thecollar 75 andthe lfriction 'sleeve 59y to urge the latter forwardly t'ofinaintai'i'l' a fi'ictional contact beveen the head 60 and the conical opening 18. The tapered tion of the driving plate is `provided with an internal shoulder 78 and `a convolute helical spring 79 is arranged with larger end against the shoulder 78 and its sinaller forward endagainst the collar 63 tonerinally urge the latter forwardly againstthe rear end ot the sleevel.

Means areprovid'd lfor urging the drivf ing plate 71 Vforwardly whereby the face 7 3 will be maintained in lirin contact 4with each of th-e `rollers 48. ,As shown, a collar 8O is secured to the shaft 57 'rearwardly oi' the collar 7 5 and a h'eavysp'ring 81 contacts at its rear end witlrthisc'ollar. vThe ldriving plate 71A is provided forwardly of the rcollar with a sbstantially cylindrical enlargement 82 and the forward end of the spring 81 bears a'gaifnsttherar tace of the cylindrical portion 82 whereby it will be apparent that the driving plate71 is normally urged forwardly. Vhenthe apparatii's is in neutral position, it is desired toreiease the driving plate from engagement with the rollers 48,' and ineans are provided tor obtaining this result. rI he cylindrical portion 82 ot the driving plate is provided with a circninferential groove 88y in whieh rotatably arranged a ring 84 and fa threaded ring85 maintains the ring 842 in propelposition An operating lever 86 is adapted to move tlie driving plate 71 rear-- wardly. As shown,l the lever 86 isv provid ed with ay ball 87 arranged inI a 'sfocl;et, 8'8 preferably formed integral with lthe tranfsmission cover 89. A capl 89 is lsecured to the socket 88 as shown. The lever 86 is provided at its lowerend with forked arins 90 having openings in their ends to `i ,'eceive trunnions 91 carried by'th'e lring 84. It4 will be apparent that forward moif'enient oft the upper end of the lever 86 will withdraw the driving plate from contact with the wheels 48.

lith the apparatus in` neutral@ position, it is desirable to release the conicalv head from Contact with the conical 18 to release` the motor from a tri'ctionlal ldrive rwhen the motor is Ito be started and kwhen the engine is run-ning idle., lNIeans are provid'edaccordingly Kfor moving the fl'tll sleeve 59 rearwardly N 'vli'en the driving plate 71 is retracted. Referring toallignres 1 ',y 10 and n, a win be geen that .the 'Sleeve 5a provided near its rear en'd with a circumferential groove 92 in which is rotat- 'as 'the 'craiik sha'ft 10..

ably monnteda ring ,E93 provided 'on op# positie sides with trunnions 94C. The trunnions 94:,` are adapted to be received in slightelongated openings 95 formed inthe forward endsot substantially T-shaped operating members Screwsor similar tasjel'einents 97 are `adafpte'dto secure the rear 'end of the member 96 within the inteiorof thejdriving plate 71.

The operation of the device is as follows: `VVliefn it is desired to start the engine oi' the vehicle tlieupper end 'ot the lever 86 is I noyed forwardly t'o retract the 'friction plate 71 against the tension of the spring 8 1.nl Initial movement of the lever immediatly iovesthe plate 71 rearwardly and after the lev'er has inoved a slight distance forward ends of the slots 95 engage a"5ainst the pin 94 to retract the friction y,sleeve 59 to disengage the conical head 6() f ionrthe reeess 18. Since 4.the retraction 'of t'lie late 71 disengages it troni the friction rollers 48', it will be obvious that the crank sh'atotli'e engine is tree to rotate to 'pern'iit engine to besta'rted. It will be apparent tl'i'at any ot the nsual holding means 'Inaybe employed 'tor retaining tli'eleyer 86 in neutral/position. When the vehicleis to be 'started vin motion lthe arin 42 moved to (lamp -the brake band 34 about the drum 19 to h'old the latterstatioviiary.v Tire leverv 86 is then moved rearwardly slowly until the yconical head 60 rictionally engages within tl'r'e recess 18 and this action tends to irotate the friet-ion sleeve 59 in the lsame direction As the apparatus lis illnstrated the Ashaft 10 is adapted to rotate a counter-clockwise cdirection asl viewed frein the rear end and initial engagement tends to rotate the friction sleeve 59 in a conntercloolrwi's'e direction, thus causing the pins to inove rearwardly along the spiral slots 158'. action draws the in ner 'ends fot the tor-lied arms 56 rearwardly, thus the 'rollers 169' inwardly, as will b e apparent. The trictional engagement betweei'i the 'conical head l60 and recess 18 tends to start rotation ot the transmission shaft 57, 'tlie head 6.0 and recess 18 acting` as i an Vordinary clutch, Further inoveine'nt klrear'wardly ot the lever 86 then permits the facie 73 t'o Contact withl the o'uter rollers '458. It will be zapparent that when brake band 34 is gripped about tl'i'e drinn z.

1 9, rotation ot 'tlie latter is prevented and consequently the gear 1'5 will rotate the gearfsm27 `ab"o ut thev aies ot the shaftsy 26. The vs'li'aitts28; thus will be Vrotated and since tlie'seshafts inesh with the gears 31 the latterr together witlrthe plate 29 will be ro'- t'atd k' alo't'nit, the collar 17; Rotation of the rotationof the inner driving wieels '49 da@ 't0 the frictiona 'Contact between these members and rotation accordofthe lconic'ztl lrea'tE 66 within the recess 18 i lio iin

. 10, there is atendency for the shaft 57 to create a drag due to the torque present at the rear wheels whenthe vehicle is initially started. Thus there will be a tendency for the shaft to partalie of clockwise rotation as viewed from the rear end of theshaft, with respect to the shaft 10 although actually both shafts are rotating` in the same direction. The drag on the shaft 57 tends to move the pins toward the rear ends of the slots 58 thus retaining the rollers 49 at inner or low speed positions against the plate 29. r1`he spring 79 constantly exerts a forward pressure against thek sleeve 63, thus tending to move the pins 135 toward the forward ends of the slots 58. Asthe mo'- mentum of the vehicle increases, the tendency of the shaft 57 to rotate in a clockwise direction with respect to the shaft 10 decreases and thus the spring 79 will'gradually force the sleeve G8 forwardly. This action gradually moves the driving wheels 49 outwardly radially of thcshaft 57, thus increasing the speed ratio as will be apparent. l/Vhen the driving wheels 49 reach the position shown in Figure 1 of the drawings, it willbe apparent. that the friction plates 29 and 71 will rotate at nearlythe same speed the rotation of the plate -71 being slightly slower than that of the plate 29 due to the fact that the rollers49 are arranged a slight distance inwardly of the rollers 48. 'As soon as the wheels 48 reach the position shown in Figure 1, or a'position approximating that shown in Figure 1, the operator of the vehicle may release :the brake band 34 to permitfree rotation of the drinn 19. The tension of the springl 79 which urges the sleeve 63 forwardly is materially greater than the tension of the forward spring 22 which urges the drum 19 rearwardly. vThus when the brake band 34 is released, the spring 79 will urge the sleeve 68 forwardly, and this actionalso moves the collar 43 forwardly as will beapparent. Since the members 43 and 63 move forwardly as a unit, there will heno further tendency of the wheels 49 to movek out wardly and they will remain in the position shown inFigure 1. `The forward end of the collar .48 contacts with the rear face of the friction plate 29. and it will be obvious that the latter will be moved forwardly together with the drum 19 until the clutch band 24 engages the conical face 16. When this position is reached it will be apparent that the drum 19 will be positively driven with the fly wheel 22 and there will be no rotation of the shafts 26 about their axes and consequently the'sliafts 45 will be held against rotation about their axes. Rotation of the drum 19 will cause rotation of the shafts 45 about the axis of the shafts 10 and 57 and the frictional engagement between the' wheels 48 and `friction plate 71 will cause the latter to be positively driven. rlhus it will be seen that the shaft 57 will be positively driven with the shaft 10 when travelling in high speed under ordinaryv driving conditions as on a fairly level road. The apparatus is adaped to be used in connection with any suitable form of reducing gearingy (not shown) connected between the shaft 57 and the differential of the vehicle. The reducing gearing also preferably includes any suitable type of reversing gearing (not shown) as will be apparent. If

the vehicle starts to ascend a hill, thus materially increasing Vthe torque on the rear wheels, there will be a tendency of the shaft 57 again to drag with respect to theshaft 10. r1`his action causes a slight relative counter movement of the shaft 57 with respect to the shaft 10 and a slight slippage will be created between the wheels 48 and the friction plate 71. The counter movcment of the shaft 57 is frictionally opposed by engagement of the head 60 within the recess 18, thus causing relative movement between the shaft 57 and friction sleeve 59, and this action causes the pins 65 to move rearwardly along the spiral slots 58. Thus the sleeve 63 will be'retracted slightly and tension of the spring 79 will be relieved from the collar 43 and the tension of the spring 22 will immediately disengage the friction band 24 from the conical face 16. Then this action occurs, the drive to the shaft 57 will cease to be delivered from the` wheels'49 to be drawn inwardly depending upon the amount of drag from the shaft 57. The wheels 49 will continue to move inwardly until a low gear ratio is reached which is sufcient to balance the increased Y torque on the rear wheels of the vehicle whereupon the spring 79 will stop further rearward movement of the sleeve 63. As soon as the vehicle reaches the top of the hill and the torque on the rear wheels is position,

decreased, it will be apparent that the spring 79 again will force the sleeve 63 forwardly to increase the speed ratio. .As soon as the wheels 49 reach the position shownv in Figure 1 any additional tendency of 'the sleeve 63 to move forwardly will again cause engagement between the clutch band 24 `and the conical face 16.

Vhile I have described the vpower as being delivered to the shaft 57 through rotation of the v:gears 27shafts 28, shafts 45 and wheel 48 when additional torque .is present on the rear wheels, as when ascending a hill, it will be apparent that with the Vbrake yband 34 disengaged, some of the rotation willbe delivered by rotation of the drum 19 about its axis. Obviously rotation of the gears 27 and the elements connected thereto lcreates a torque on the drum, 19 which tends to rotate it and thus -part o f the power'will be delivered by rotation, of the wheels 48 against the friction plate 7 1 andpart Vof ,the -power will be delivered by rotation of the ,drum 19 d ue to its tendency to rotatewhen the brake band 84 is released. The brake band 34 is employedonly when starting the vehicle to create an immediate tendency of the sleeve .63 to move rearwardly to cause vthe wheels 49 to assume vlow .speed position. After the vehicle has reached a high speed the brake band 84may be released as 4previously described and the subsequent normal operation of the transmission vwill be entirely automatic.

It is to be understoodthat .the form of my invention herewith shown and described is to be taken as apreferred example of .the same and that various changes inthe Ashape, size and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

1. A transmission comprising a drive shaft and a driven shaft, a `rotatable friction member adapted to be `driven by said drive shaft, a rotatable friction element connected to said drivenshaft to `rotate therewith, said member and said element having Aadjacent friction faces arranged substantially at right angles Ato `the axis of .said drive shaft,

a rotatable shaft arranged between theadj acent faces of said .member and said element substantially at right .angles .to said drive shaft, a wheel securedr to' said 'rotatableshaft and frictionally engaging the friction face of said element, a second wheel surrounding said rotatable -shaft to rotate vtherewith and mounted to slide thereon, automatic means for sliding vsaid second wheel on said .rotatable shaft toward and away from 'the center of said friction element according to the torque on said driven shaft, and means for connecting said friction'` element to said drive shaft Ato be rotated therewith.

2. A device constructed in accordance with claim 1 vprovided with means for controlling said last named means. 'l 3. A transmission comprising a drive shaft and a driven shaft,- friction plates connected to said shafts vand provided with spaced parallel friction faces arranged substantially at right angles to the axis of said drive shaft, a radial shaft arranged between said friction faces, a wheel secured tosaid radial. shaft near its youter end and contacting with the friction face of one of said plates, a second wheel rotatable with said radial shaft and slidable ,thereon toward and away from the centerlof the other of said platesand contacting with the frictionface thereof, moans .for .progressively moving said ,last -named wheel toward the center of its plate as the torque on said driven .plate increases, .saidmeans .including an arm connected lat its yupper end to said, second .named wheel and a collar slidable longitudinally with respect to said driven shaft, the inner end of said arm :being pivotally connected to said collar, kand resilient means opposing movement of said second named wheel toward A the center of its plate.

4. A transmission comprising a drive ,shaft and a driven shaft, a friction plate Ahaving aA friction face arranged substantial-ly at right ang-les to the axis of said drive shaft, planetary gearing connected between said drive shaft and said plate, a second friction plate connected to said driven shaft'to rotate therewith and provided with a friction face arranged parallel .to the friction face .ofthe .other yof said plates, a radial shaft arranged between saidfriction faces,

a wheel secured to said radialshaft 4near its face of saidlast Ynamed p-late,a second wheel slidableon said radial shaft .and adapted vto rotate therewith, said second named wheel `being arranged inwardly .of said first named wheel and contacting'with the friction face ofsaid first named 4plate, a longitudinally kslidable collar arranged coaxial with said driven shaft'adjacent the inner eend of said radial shaft, 'an arm connected between said collar and said second namedv wheel to Adraw the latter inwardly as said collar moves away 'from said radial shaft, resilient means lopposing movement of said collar away from lsaid radial shaft, and means for moving said collar away from ysaid vradial shaft as the 'torque on said driven shaft "increases 5,. A device, constructed in accordance with claim 4 wherein said last named means includes friction vContact means between said drive shaft .and said driven "shaft tending to prevent vrelative rotation thereof, said driven shaft Kbeing .provided with va spiral slot, Yand a pin carried rbv said collar and having vanend arranged in 4said slot. l

`6. A device Aconstructed in laccordance said drive shaft and said drivenl shaft.

7. A transmission comprising a drive shaft, a fly wheel carried by said shaft and provided with a clutch face, a ring gear carried by said fly wheel, a drumrotatable with respect to said drive shaft and surrounding the end thereof, a plurality of shafts rotatably carried by said drum parallel to said drive shaft, `a gear carried by each of said plurality of-shafts and meshing with said ring gear, a pinion carried by each of said last named shafts, a friction plate ro tatably surrounding the axis of said drive shaft, a gear carried by said plate and meshing with said pinions, a driven shaft, a second friction plate slidably mounted on said driven shaft to rotate therewith, resilient means for projecting said second friction plate toward the first friction plate, a plurality of radial shafts arranged between said friction plates, a wheel secured to each of said radial shafts near its outer end and contacting with said second named friction plate, a second wheel mounted on each of said radial shafts inwardly of said first named wheels, said second named wheels being adapted to rotate with said radial shafts in contact with said first named friction plate and slidable along said radial shafts, a sleeve surrounding the end of said driven shaft and having frictional contact with said drive shaft tending to oppose relative rotating movement of said drive shaft andl said driven shaft, said sleeve being provided with a longitudinal slot, a collar surrounding said sleeve, an inwardly projecting radial pin carried by said collar and eX- tending through said slot, said driven shaft being provided with a spiral'slot receiving the inner end of said pin, a plurality of arms connected at their vinner ends to said collar and at their outer ends to said second named wheels, said collar being slidable away from said radial shafts to draw said second named wheels inwardly, a spring normally urging said collar toward said radial shafts to move said second named wheels outwardly, a clutch member carried by said drum adjacent the clutch face on said fly wheel, said spring being adapted to cause engagement between said clutch member and said clutch face when said second named wheels have moved to outer positions, and means for disengaging said second named friction plate from its corresponding wheels and for disengaging the frictional contact between said sleeve and said drive shaft.

8. A device constructed with claim 7 provided with a spring normally tending to disengage said clutch member from said clutch face, said spring being of a tension less than that of said first named spring, and manually controlled means for preventing rotation of said drum.

9. A transmission comprising a drive shaft and a driven shaft, constantly engaged variable ratio friction drive means between said shafts, means for varying the ratio of said drive means according to the torque on said driven shaft, and means for positively locking said driven shaft with said drive shaft to rotatetherewith. v'

l0. A transmission comprising a -drive shaft and a driven shaft, variable ratio drive means between said shafts including a rotatable friction plate and a rotatable wheel engaging thereagainst, means Lfor automatically varying the ratio of said drive means accordingV to the 'torque on said driven shaft by moving said wheel toward and laway from the center of said plate, and means for positively locking said driven shaft with said drive shaft to rotate there-y with. Y

ll. A transmission comprising aV drive shaft and a driven shaft, variable ratio drive means between said shafts including a rotatable friction plate and a rotatable wheel engaging against and movable toward and away from the center of said plate, means tending to normally urge said wheel outwardly from'the center of said plate, means adapted to oppose said last named means to move said wheel inwardly to progressively reduce the speed ratio between said shafts as the torque on said driven shaft in accordance i increases, and means for positively locking Y said driven shaft with said drive shaft to rotate therewith.

12. A transmission comprising a drive shaft and a driven shaft, variable'ratio drive means between said shafts including a rotatable friction plate, a rotatable wheel engaging against and movable toward and away from the center of the plate, and means for transmitting power from said wheel to said drivenV shaft, means tending to normally urge said wheel outwardly from the center of said plate, means adapted to oppose said last named means to move said wheel inwardly to progressively reduce the speed ratio between saidv shafts as the torque on said driven shaft increases, and means for positively locking said driven shaft with said drive shaft to rotate therewith.

13. A transmission comprising a drive shaft and a driven shaft, a friction member adapted to be driven by said drive shaft, a

friction element connect-ed to said driven shaft to rotate therewith, friction drive means connected between said member and said element, automatic means for changing the position of a portion of said friction drive means to vary the speed ratio between said member'and said element according to the torque on said driven shaft, and means for positively locking said driven shaft with said drive shaft to rotate therewith.

11i. A transmission comprising a drive shaft and a driven shaft, variable ratio friction drive means including a plurality of rotatable members having constantly engaged friction faces,k torque responsive means for varying the speed ratio between said shafts, and means for locking said shafts and said friction drive means together to rotate as a unit.

In testimony whereof I affix my signature.

VILLIAM W. HENDERSON. 

